Car-wheel.



C. W. SHERMAN5 CAR WHEEL.

APPucATloN vFILED lun: l. 191s.

Patented Feb. 26.1918` s sweets-weer 1.

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C. W. SHERMAN.

CAR WHEEL. APPLICATION r|Ln1uN|.|9|s.

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C. W. SHERMAN.

CAR WHEEL.

APPLICATION r|LED1uNE|.\9:s. 1 ,257,41 1 Patented Feb. 26, 1918.

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C. W. SHERMAN.

CAR WHEEL.

APPLICATIONTILED IUNEI. 1916.

Patented Feb. 26, 1918.

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CLIFTON W. SHERMAN, 0F BUFFALO, NEW YORK.

CAR-WHEEL.

Speciiication of Letters Patent.

Patented Feb. 26, 1918.

Original applications filed September 8, 1914, Serial No. 860,557, and November 3, 1914, Serial No. 870,057. Divided and this application filed June 1, 1916. Serial No. 101,133.

To @ZZ whom t may concern.'

Be it known that I, CLIFTON IV. SHER- MAN, a citizen of the United States, residing at Buifalo7 in the county of Erie and State of New York, have invented new and useful Improvements in Car-Vheels, of which the following is a specification.

This invention relates to an improvement in the construction of integral cast metal car wheels.

'The invention has for its object the production of cast car wheels in which the fornnition of the different sections is such that the bearing surface of the tread or rim is hard and has increased wearing capacity; to so distribute the metal in the supporting plate and brackets thata casting is produced without shrinkage strains, spongyr spots or other deformation which would impair the strength of the casting and produce the tread or rim and its flange with maximumrapidity in order to eliminate formation strains. This application is in part a di vision of an application tiled by myself November 3, 1914, Serial #870,057, and an application led Seine-miner 8, 1914, Serial #$60,557.

In the accompanying drawings:

.Figure l is a vertical section of a molding flask for producing one form of car wheel embodying my invention? the section being taken on line 1 1n Fig. Fig. 2 is a horizontal section taken on line 22, Fig. l. Fig. 3 a vert-ical section of one form of car wheel embodying my improvements which is produced in the mold shown in Figs. l. and 2 and which is taken on line 3-3, Fig. 4.- Fig. 4 is a bottom plan View thereof. Fig. 5 is a vertical section showing another' form of integral cast metal car wheel containing my invention. Fig. 6 is a bottom plan view thereof. Fig. 7 is a vertical section showing a further form of integral cast metal car wheel embodying some features of my invention. tom plan view of the same. Fig. 9 is a vertical section showing still another form of integral cast met-al car wheel containing some features of my invention. Fig. l() 4is a bottom plan view of thesame. Figs. 11 and 12 are fragmentary sectional views taken on lines ll-ll and 12-12, Fig. 9, respectively. p

imi'lar characters of reference indicate Fig. 8 is a bot-v cOrresponding parts throughout the several views.

In its general construction, the wheel containing my improvements and shown in Figs. 3 and 4 comprises a hub l, an annular rim or tread 2 arranged concentrically around the hub and provided at its lower or back edge with a laterally projecting annular flange 3, and a body connection or supporting member arranged between the hub and rim and connecting the same. The upper front unanged edge of the rim is arranged higher or above the upper end of the hub, as shown in Fig. 3. Although the body or supporting member may be variously constructed so far as the details are concerned, that shown in Figs. 3 and 4 comprises a horizontal plate or disk which is dished downwardly and connected at the outer edge of its' elevated front part 4 with the upper unianged edge of the rim while the inner edge of the rear depressed part 5 of said plate is connected with the upper or front end of the hub, an annular row of outer brackets 6 connecting the underside of the plate with the rim and terminating at their inner ends short of the hub and an annular row of inner brackets 7 connecting the underside of said plate with the hub and terminating at their outer ends short of the rim.

In addition to the inner and outer brackets the plate is preferably provided on its underside with an annular row of intermediate brackets 8 which terminate at their outer and inner ends short of the rim and hub, respectively. The several brackets are interspaced or staggered relatively to each other in a direction circumferentially of .the wheel and the inner ends of the outer brackets and the outer ends of the `inner brackets overlap each other, while the inter-A mediate brackets overlap the opposing ends of the inner and outer brackets, as shown in Fig. 4. The outer brackets are preferably so constructed that the sectional area ofthe same gradually increases from the outer ends toward the inner ends thereof, the inner brackets gradually increase in sectional area from their inner ends toward their outer ends, the intermediate brackets gradually increase in sectional area from their outer and inner ends toward the central parts of the same, and the plate gradually y lingftihemetaly forming these parts against increases in sectional area from its inner and cuter edges to the inner ends of the outer brackets and the outer ends ofthe inner brackets for a purpose which wi'll'presently appear.

If desired1 the plate may also be provided with an annular strengthening bead 9 which ina-y be arranged on its upper side between the hub and rimand connect sectionally with the outer brackets, the inner brackets, and the intermediatev brackets. Each of the brackets may be further pro-vided on its opposite sides adjacent to said bead with lugs, swells or ribs; as shown at 627, 8, for a purpose which will be explained hereinafter. The various elements of the wheel just described are all formed integrally.

Within the bore of the hub the saine may be provided with an inner` chill, lining' or tool piece 10 preferably of tubular forni and constructed of soft orlow carbon steel. rfhis lining is preferably secured to .the hub by placing the lining,v within the mold in which the wheel is cast, so that a fused oint is producedI between the hub and lining which knits the saine together as effectively as though the saine were constructed in one piece of metal, To further secure the hub and lining against longitudinal displacement relatively to each other the periphery of the lining is provided with aplurality of later allyv projecting members l1 which are preferably in the forni of simular ribs, anges or collars and which are embedded in' the.

metal of the hub so that the lining' is securely anchored against displacement. Ordinarily the pouring of molten metal against or around cold metal.r as occurs whenpouring metal against the metal hub lining, would produce cracks in the casing owing to the expansion of the cold metal which prevents proper shrinkage of the casting. ThisI difficulty is overcome in the present .instance by making the hub lining collapsible or contractible and in the preferred construction*v yof this lining. this is' accomplished -by making the saine of! aplurality of sections which are separated from each other by longitudinal joints 10a, the space or gap at each off'these joints being bridged by a longitudinall flange` 11a arranged on the lonlggitudinal edge of` one .lining-l section and lapping over the opposing longitudinal edge of the adjacent lining section, as shown in A wheel of this constructionl when .produced by casti-ngthe metal of the hub against the soft steel lining produces a hub the bore of which can be easily machined to lit the axle upon which the same is to lie-mounted. Tl-e bearingsurfaces of the rim and flange are `also madejsolid andhardened by` poura heavy chilli "The natureI of ythe. metal the yrim section of the wheel is such as4 to produce hardness or lend: itself to be hardened under proper heat; treatment and rapi'dcooling. Owing to the above described construction of? the wheel, the formation of the flanged rim is effected rapidly and uniformly while the pouring of the metal pro ceeds at a uniform rate into the mold at the hub, and during such pouring, the formation of the flanged rinl does not begin until practically the entire hub and the inner parts of the body or connection are formed comprising' the depressed rear part of the plate, the inner brackets and the intermediate brackets.

A mold suitable for producing this wheel is represented in Figs. 1 and 2 and as there shown, the same comprises` a bottom plate l2, a drag or nowel 13 filled with sand and restiing` on the bottoni plate and forming the lower section of the molding flask, a cope 1ifilled with sand and forming the npper'section ofthe flask, an iron chill, Chiller or chill ring 15 arrangedbetween the drag and cope and forming the intermediate part of the iask, and a core 16 arranged centrally in the flask. The lining'` 10 is placed in the inold around the core 16, the'joints between the lining sections at the upper and lower ends thereof being closed by tbe adjacent parts of the sand in the flask and the cut-er longitudinal edges of these joints being closed by a wash of clay or the like. The fluid metal ispoured into the cavity formed between the several flask members through a gate or sprue 17 which is formeell in the central part of the cope and opens into the upper end of the hub section of the mold cavity.

The outer chill or Chiller 175 preferably forms that part of the mold which extends from the back or upper side of the riin flangeupwardly across and above the load line 18 ofthe Wheel so thatthe bearing sur" face lof" the flange and the adjacent part of the bearing surface of the rim which regeive the Wear of the load is densely formed and hardened. The load line is located on the periphery of the rim approximately half way between the upper or front and the lower or rear edge of the saine, asshown in' t a suitable number of places the cope of the molding flask may be provided with risers 19 which open into the' mold cavity at the heaviest sectional area of the brackets and plate. This. heavy sectionalarea can be located at any suitable point between the rim and the hub, it beingthe aimto keep this area of molteny metal in al pasty or' jellylike condition until theheavier rimand hub sections have congeale'dwith theA assistance of the chillers 10 and 15 andthus assist in relieving. the strain on the' lighter plate and bracket sections.

As the molten metal is poured through the "sprue intothe mold cavity, the same irst enteif'slthe hub cavity and begins fillin the latter from its lower end upwardly. fter the lower end" ofA the hub has been formed the continued rise 'f, the metal then begins the .formation of the inner brackets and by the time the metal reaches the top of the hub cavity the depressed lower or rear part of the plate and, the intermediate brackets have been formed. Up to this time the metal has. not yet entered the rim cavity and no part of the rim or its flange and adjacent parts of the wheelhave been formed. As the molten metal surrounds the cold hub lining or chill, the latter becomes heated and tends to expand but owing to the slack joints beween sections of the lining, the latter collapses by one section sliding circumferentially on another thereby also compensating for the contraction of the hub when the same cools and hardens, so that no cracks are formed in the hub. When the metal rises to that part of thc mold cavity where the central partof the plate cavity joins with the elevated bead cavity and the inner elevated ends of the outer bracket cavities, the continued iniiow of metal through the sp1-ue causes the metal thencef-orth to ow rapidly downwardly and outwardly through the outer bracket cavities and lill the rim cavity so that the lrim quickly forms with the outer brackets and when tlie niet-al reaches the top of the rim, the upper lfront or elevated part of the plate and the adjacent part of the intermediate brackets have also been filled. In this manner the inner part of the wheel will be formed first followed by the formation of the outer art and the molten metal will rise twice as ast as usual in the mold, particularly in the tread section, with a given speed of pouring. After the mold cavity as a whole has been filled the continued inflow of metal for a brief period through the sprue causes a quantity of the metal to enter the risers 19 and form a surplus or head of molten metal in the same.

The above described quick and uniform formation of the flanged rim section is secured while the molten metal enters the mold cavity at a uniform rate throughout the casting operation.

The metal lying against the rim chill and hub chill shrinks, solidifies and contracts lirst and the plates and brackets and inner side of rim and outer side of hub sections are properly fed by the head or surplus of reserve molten metal in the risers which flows from thesame outwardlythrough the outer brackets and outer parts of the plate, bead and intermediate brackets to lthe rim, and inwardly through the inner brackets and inner parts of the plate to the hub, thereby compensating or allowing for any shrinkage and contraction in the metal forming the plate, rim and hub and preventing the formation of any defects which would weaken or aifect the strength of theA wheel, such as shrinkage holes, spongy spots or piping. The pressure of molten metal tends to strain the congealed circular rim section. This combined with the resistancev of the congealed plate section during` the cooling period tends to form vertical cracks on the bearing surface of the rim or tread commonly known as chill cracks. In the present case this is avoided because the cavity in the mold forming the bead serves as a gate which properly distributes the metal from the head or risers 19 to all the brackets and all parts of the plate section and the inner part of the rim and the outer part of the hub, and in the finished wheel. the bead 9 formed inthe bead cavity 9a materially strengthens the wheel. The movement of the metal from the risers to the rim and hub in the manner described is facilitated by the gradual enlargement of the sectional area of the mold cavity from the rim cavity inwardly toward the risers .i9 and from the hub cavity outwardly toward these risers, this being secured by enlarging the plate from the hub and rim toward the risers, enlarging the outer brackets in` wardly, enlarging the inner brackets outwardly, enlarging the intermediate brackets from their extremities to the bead which connects the central parts of the last mentioned brackets and by the cavities forming the swells 6a, 7a and 8a on the brackets, thereby allowing proper contraction of the rim section in its congealed state .and avoidingthe defective deformation of vertical chill cracks in the face of the tread This enlargement of the plate brackets also tends to slow up the setting of the metal contained ther-ein which allows the circumferentialand radial shrinkage and contraction of the previously cougealed tread section to' take place without producing the defects known as chill cracks.

The objects of this increased sectional area of the plate and brackets are thus attained` one to properly assist in feeding the molten metal to the plate and bracket sections adjacent to the rim, and the other to keep this sectional area molten so that the rim section can properly contract without developing shrinkage strains, spongy spots, piping or other defects.

The chillng of the tread increases the density of the metal as well asits hardnessA The chilling of the hub with ,a lighter chiller only increases the density ofthe metal in the same because in the proper formation the hub should be soft and strong. ,Tn the manufa cture of a wheel of this kind, a high carbon metal is preferably employed which will Droduce steel too hard for easy machining. The use of an initier hub lining; chill trifle of soft steel. is therefore desirable in order to facilitate the boring' or machining of the hubso that the wheel may be properly fitted on its axle. A secondary object of the 4chill lining in the hub is to increase the density of metal in the hub, not its hardness, thereby avoiding the use of heavy gates or risers, because it will tend to cool this heavy section of metal quickly and thereby make a uniform and dense casting of the hub.

It will be .apparent from the foregoing that a car Wheel made in accordance with my invention will be practically free from any defects due to shrinkage strains or other improper formation or conditions which are present in wheels made in accordance with the method theretofoie commonly practised.

My improved wheel is therefore much stronger and safer and these advantages are secured in addition to a material decrease in the weight of the wheel and therefore in the cost of the same.

.By :onstructing an integral cast metal car wheel in` the manner described a sequence or rhythm of shrinkage and contraction of formation is produced from a point Where the radial chilling effect ceases to where the casting is fed with molten metal. Inasmuch as it is the constant aim in the manufacture of car wheels to pour the molten metal against the chiller in as short a' time as possible it may be assumed that thecasting of practically all wheels is completely formed before the metal in any part of the Wheel is set with the exception of that part of the metal which is in Contact with the chiller and therefore solidifies instantaneously. In the present design of car wheel in which the sections of the metal gradually increase from the point Where the chilling effect of the Chillers leave off to a point where the compensation for shrinkage or feeding of the metal in the casting last to solidify :takes place, a solid casting is produced having its full inherent strength of metal in every part thereof and free from all shrinkage holes vor spongy spots. Experience has demonstrated that the feed of metal into a nrold for producing wheels from a given point in the hub is notcon'ducive to securin the best results on account of the area to ebe fed being too large for the section and it is for this reason that additional risers 19 have been. provided between the rim and hub and the sectional area of the Wheel has been enlargedv from both the hub and the rim toward. these risers. The circumferential shrinkage of a steel wheel is so great, being about two and one-quarter inches in a wheel having a diameter of 33 inches, that the tread or rim will tear or chill crack vertically unless an enlarged or compensation section is placed adjacentto the rim, similar to the bead 9, whereby this metal bead remains in a iuid, pasty or jelly-like condition for a suicient nea-'1,41 1

length of time to allow free contraction of the hot and solid but very weak annular rim section of metal' against the Chiller. During the formation period of a casting the larger sections, which are hotter and therefore weaker, are more of a jelly-like nature than the lighter sections which have previously passed through this stage. As a casting cools its molecular affinity increases the maximum when normal and' if the casting is properly fed it will have strength relative to its sectional area.

In the modified construction of wheel conL taining my invention, shown in Figs. 5 and (l, the compensating or reinforcing annular bead 9" is shown onthe under or rear side of the plate 4, 5a between the rim 2 and hub l so as to connect integrally with the plate and inner, outer and intermediate brackets and also with the compensating beads, lugs or ribs 6a, 7a and 8 onV these brackets.

In the construction of the' wheel shown in Figs. 7 and 8, the reinforcing or compensating bead and also the compensating lugs on the brackets are omitted which may be done if the advantages' 'secured by such a bead and lugs are not' .required in the Wheel. 1

In the construction ofwheel embodying my invention shown in Figs. 9 and vl0 an' annular row of inner rear brackets 7b are provided which connect the convex rear side of the plate 4b, 5l Withtlie hub l, a set of.

inneri front' brackets 7c` is provided to ,connec't the concave front sidefofthis plate with the front end of thisv hub and aL set of outer rear brackets 6b is provided which connect the rim 2 with the rear side of this plate adjacent to the rim. The several sets of brackets in. the last mentioned construction o of wheel are staggered relatively to' each other in a directionA circuinferentially of the wheel, as shown in Fig. 10, so that no unduly thick sections are present in the Wheel at any particular' place. y

By employing the inner linin within the bore of the hub the requisite so tness is obtained in the latter to permit ofy easily machiningor boring the saine to iit. the axle upon Which the same to' be mounted.

In all of the variouslconstructions of wheels shown and described the metal in .the body whichl is linte-rposed between the rim and yhub is so distributed that the metallic communication between the Vriin and the body is eected solely above the load line of the wheel rim, .whereby the rear part of the hub and the inner parts of the plate and adjacent parts of the brackets are always formed first and therear `pa'rt'of the rim is formed lafter the formation, ofthe inner parts of the plate and adjacent brackets, whereby'rst. o l rim and then theunilangedvfron part thereof are formed rapidly against the chilland they Hanged rear art of the the advantages in the construction above described are obtained.

A feature of special importance in the construction ofthe several car Wheels herein shown is that-in, each form of Wheel the connection between .the plate and the rim .is above or in liront oil-the load line of the tread on the rim and tliatf-when the wheel mold is in the casting positioiibfthe vertical rise of the metal in the mold, .tn-'chile the same is being poured against'the chiller, is continuous and at a practically uniform speed from the time the flange section of the rim is formed to a point above the load line or center line of the wheel on the tread of the rim.

I claim as my invention:

l. An integral cast wheel having the front edge of its rim on one plane and the front edge of its hub on a lower plane, and a plate connecting with the front edges of the rim and hub, said plate having its outer part flush with the front edge of said rim and sloping from its outer part downwardly to the front edge of said hub.

2. An integral cast wheel having the front edge of its rim on one plane and the front edge of its hub on a lower plane, a plate connecting with the front edges of the rim and hub and brackets arranged on the rear side of said plate and connected with said hub and rim, said plate having its outer part flush with the front edge of said rim and sloping from its outer part downwardly to the :front edge of said hub.

3. An integral cast metal car wheel comprising a hub, a rim surrounding the hub, a plate connected at its inner edge with said hub and at its outer edge with the front edgel of said rim, inner brackets connecting said plate and hub and having their outer ends arranged on a line with the front edge portion of said rim and an annular bead arranged on said plate between said hub and rim.

4. An integral cast metal car wheel comprising a hub, a rim surrounding the hub, a plate connected at its inner edge with said hub and at its outer edge with the front edge of said rim, outer brackets connecting said plate and rim and having their inner ends arranged on a line with the front edge portion oi said rim, an annular bead arranged on said plate between said hub and rim, and lugs arranged on said brackets in line with said bead in the direction of the aXis oi' the wheel.

5. An integral cast metal car wheel com prising a. hub, a rim surrounding the hub, a plate connected at its inner edge with said hub and at its outer edge with the front edge of said rim, inner brackets connecting the hub and plate, outer brackets connecting said rim and plate, and intermediate brackets arranged on said plate, said brackets being staggered relatively to each other in a direction circumferentially of the wheel, and the inner ends oi the outer brackets and the outer ei'lds of the inner brackets being arranged on a line with the front edge portion oi the rini.

6. A car wheel comprising a hub, a rim, a laterally,y projecting ilange at one edge of said rim, and a supporting bod y connecting said riin und hub and comprising a plate extending from said rim to the hub, inner brackets extending from the underside of said Jlate tothe hub, outer brackets extending irom the underside of said plate to the rim, the outer ends oi' said inner brackets and the inner ends oi' said outer brackets boing staggered or interspaced, lugs arranged on said brackets, and an annular bead arranged on. said plate between the hub und rim. l

7. ik car whe/i comprising a hub, a rim, a laterally proie flange at one edge of said riin, and a supporting body connecting said rim and hub and comprising a plate extending from said rim-to the hub, inner brackets extending from the underside of said plate to the hub, outer brackets extending from the underside of said plate to the rim, the outer ends of said inner brackets and the inner ends of said outer brackets, overlapping each other, and intermediate brackets arranged on the underside of said plate and staggered or interspaced with said outer and inner brackets, said brackets being provided with lugs.

S. A car wheel comprising a hub, a rim, a laterally projecting iiange at one edge of said riin, and a supporting body connecting said rim and hub and comprising a plate extending from said rim to the hub, inner brackets extending from the underside of said plate to the hub, outer brackets eXtendin from the underside of said plate to the rim, the outer ends of said inner brackets and the inner ends of said outer brackets overlapping each other, intermediate brackets arranged on the underside of said plate, lugs arranged on said brackets and an annular bead arranged on said plate and connecting said inner, outer and intermediate brackets.

9. A car wheel comprising a hub, a rim having an annular outwardly projecting {ia-nge at its lower edge and an unflanged upper edge, a plate which connects the hub with said rim and which has its outer part elevated and .its inner part depressed, inner and outer brackets arranged on the underside of said plate, lugs arranged on said brackets and an annular bead arranged on said plate and connecting the opposing ends of said inner and outer brackets.

10. A car wheel comprising a hub, a rim having an annular outwardly projecting flange at its lower edge and an unlanged upper edge, a plate which connects the hub wird] Said 1;:'1111 and which has its outer part Witness my hand this 13th dayfo'f May, elevated and its inner part depressed, inner, 1916. outer and nternxediate brackets arrangedon 1 v r 1 T the underside of said plate and nterspaced (JLIFlO W' SHERMAN' rela-tively to each other, lugs arranged on WVitne'sses:

said brackets and an annular bead arranged G. HARRTS, 011 said plate and connecting said brackets. R. G. ADAMS.

Copies u! this patent may be obtained for nve cents each, by addressing the Gn'mmisslnner of Tawan, Washingtnl, 2D. 0. 

